Lab. v.

Scheepsbotnvkunde
RCHIEF
See note inside cover SHIP REP. 75
.

Tedmische Hogescixiol
Dig June 1966

NATIONAL PHYSICAL
LABORATORY

SHIP DIVISION

DESIGN OF TUG PROPELLERS

by
T. P.. O'Brien

(This report is a reprint of three articles originally

published in Ship and Boat Builder International)

A Station of the
Ministry of Technology
 -

fitni thiS ref-36kt may be reprOddded

provided the source is aclosowledged.-

Approved on behalf of Director, NPL

A. Silverleaf, Superintendent of Ship Division
 Design of Tug Propellers

by T.P. O'Brien

Synopsis

This report is a reprint of two articles giving some results of recent work
at NFL on tug propulsion and design of tug propellers, and of a third article
simmarising published data and giving an outline of work in progress at NPL.

The first article (1) describes charts for designing screws and making
cavitation estimates, and it includes a procedure for designing tug screws and
making estimates of their performance. Formulae for assessing blade stresses
and estimating weight and moment of inertia are also given. It summarises single
screw tug propulsion data recently obtained at NFL, and it gives worked examples
on the design and performance assessment of two tug screws, one designed for
free-running conditions, the other for towing conditions.

The second (2) shows that significant improvements in performance can be

achieved by using two-speed gear boxes enabling the optimum rate of rotation to
be chosen for both free-running and towing conditions. Additional worked examples
are given, the results of which show that for a screw designed for free-running
conditions and driven via a single speed gear box the loss in towing pull would be
2, but if a two-speed gear box were fitted the loss in towing pull would only be
0. Similarly, for a screw designed for towing conditions and driven via a single-
speed gear box the loss in free-running speed would be 15%, but if a two-speed
gear box were fitted the loss in free-running speed would only be 1i%.

The third article (3) comments on the large amount of basic data that are
required and the numerous aspects that need to be considered in designing tug
propellers and making estimates of their performance. It gives a simmery of
available data comprising abstracts of relevant publications. It discusses
research in progress at NFL on tug propulsion and propeller design.

(1) O'Brien, T.P. Design of tug propellers, London, Ship and Boat Builder
International, April 1965, 11 22.

(2) O'Brien, T.P. Propeller design and two-speed gear boxes with particular
reference to tugs and trawlers, London, Ship and Boat
Builder International, Nov. 1964, IL 41.

(3) O'Brien, T.P. Researth on tug propellers, London, Ship and Boat Builder
International, 1966, iL 28 (supplement to February issue).
 This series of articles discusses general aspects of
propulsion and applications to tug propellers
operating at free-running and towing duty condi-
tions. It describes charts for designing propellers
4.
B. and making cavitation estimates, and it includes a
procedure for designing tug propellers and making
estimates of their performance. Formulae for
assessing blade stresses and estimating weight and
moment of inertia are also given. It summarises
single screw propulsion data recently obtained at
NPL, and it gives worked examples on the design
and performance assessment of two tug screws,
-;*
A one designed for free-running conditions, the
-tr other for towing duty conditions. Sections in the
series are: I Introduction; 2 Aspects of Propulsion;
3 General Design Considerations (all this month).
Future issues will contain sections 4 Screw Design
Charts; 5 Cavitation Charts; 6 Blade Stress
Calculations; 7 Weight and Moment of Inertia
Estimates; 8 Worked Examples and References.

by T. P. O'Brien, C.G.LA., M.R.I.N.A., Ship Division, National Physical Laboratory

I ) Introduction THP Tv,,

THE design of marine screw propellers has been covered in a ") 61710 =
comprehensive way in a recent book.' In a subsequent Since the screw operates in a following current or "wake"
report' the practical aspects of the subject have been discussed behind the hull the speed of advance VA of the screw is lower
and applications to tug screws have been given. In this than the speed vs of the hull. These speeds can be linked
series of articles, some of the practical aspects are summarised by the Taylor wake fraction WT given in the form
and a procedure is given, in a way more fully covered than (4) VA = (l wT)vs
in the original work, for designing tug screws and making
estimates of their performance. A given marine vessel requires a certain amount of power to
The design requirements for tug screws needed to operate propel it at a specified speed. If the screw were removed
at low speeds under towing duty conditions differ from those and the hull were towed instead of being propelled, the force
for other vessels operating at moderate speeds under free- required to tow the hull at a given speed would differ from
running conditions. The conditions for different tugs can the thrust that would have been applied by the screw at the
also vary. For instance, some tugs are required to produce corresponding speed of advance. This is due to the fluid
the maximum two rope pull at zero speed of hull, others are flow around the stern of the hull affecting the performance
required to operate at a given free-running speed consistent of the screw.
with a stipulated towing performance. Before discussing The power required in towing the hull-is termed the effective
considerations affecting tug screws, it is desirable to summarise horsepower EHP which is defined by
some general aspects of screw propulsion.
EHP =Rvs
--
550
(2) Aspects of Propulsion
where R is the force required to overcome the resistance of
A marine screw operates by converting the greater part of the immersed hull and the air resistance of the superstructure,
the power produced by a marine engine, less transmission
losses in gearing and shaft bearings, into a thrust horsepower. vs is the speed of the hull.
The shaft horsepower minus the transmission losses is The thrust horsepower and effective horsepower can be linked
termed the delivered horsepower DHP which is applied to by the hull factor 4, defined by
the screw and absorbed by it in the form of a torque Q at a
shaft rate of rotation n. The thrust horsepower THP is EHP = nip
the power applied by the screw in propelling the vessel; it is The propulsive efficiency 74 (or quasi propulsive coefficient
applied in the form of an axial thrust force T when the screw QPC) is the ratio of effective horsepower to delivered horse-
operates at a speed of advance vA, in propelling the vessel power. It is given by
at a speed vs. The delivered horsepower DHP and thrust
horsepower THP are defined by: EHP Rvs
2TrnQ
= DHP ircnO
(I) DHP also
550
Tv THP
(2) THP = 777) DHp
550
The screw efficiency r, is the ratio of the power applied by the The screw efficiency no when operating in uniform flow in
screw to the power delivered to and absorbed by the screw; open water usually differs from the screw efficiency ms when
it is given by operating in non-uniform flow behind the hull. This
 BP = VN2 iDHP,
difference in efficiency can be expressed in the form of a
relative flow factor defined by (14)
R
A V,
71B = ZEOlo where N is the rate of rotation in revolutions per minute
If the principle of thrust identity is applied and it is assumed V, is the speed of advance in knots
that the thrust does not vary, then D is the screw diameter in feet
RQB = Q,, DHP, is the delivered horsepower corresponding to
the freshwater condition in British units.
and
The Be-8 coefficients are dimensional, and Be as defined
a:DHPB = DHP above applies to the freshwater condition only. A more
also, equation 8 can be re-stated in the form convenient form is derived by including the specific gravity.
(12) p= Z1.171B = Zpri,)
Moreover, differences between the efficiency behind the hull
where QB and DHPB are the torque and delivered horsepower
and that in open water can be expressed using the relative
flow factor as follows:
(in non-uniform flow behind the hull).
Q and DHP, are the torque and delivered horsepower (in
uniform flow in open water). (15)
N 4/DHP,
= VA2 SVA
jERDHP,
V(
N
is the overall hull factor linking screw efficiency r and
where DHP, is the delivered horsepower in uniform flow in
propulsive efficiency 74. open water
DHP, is the delivered horsepower in non-uniform
(3) General Design Considerations flow behind the hull
The main factors influencing the design of a typical screw s is the specific gravity of the fluid in which the screw
are outlined below. operates (s = 1.026 for sea water).
Basic Design Data Required is the relative flow factor (equation 9).
Hull-type, size and form, speed required, resistance data, An examination of the form of the efficiency contours
stern details. given in the Be a chart of Fig. 1 shows that for a given value
Engine-type, horsepower, shaft speed (or range of shaft of efficiency there is a maximum value of B located by the
speeds). intersection of the vertical tangent to the efficiency contour
Stipulation (if any)e.g., restrictions on size of screw, with the scale of 13,. The curve through the points of
specified number of blades, specified material. contact of efficiency contour and tangent represents a line
Items Considered in Designing a Screw of optimum efficiency corresponding to any given 13, value
Preliminary Propulsion Estimatepropulsion factors, within the range covered by the chart. This line is termed
screw efficiency, check on powering data. the optimum efficiency line, and corresponding values of 8
Select on of Screw Characteristicstype of screw, number which lie on it are termed optimum speed coefficient
of blades, diameter, blade area, pitch, rake, blade thickness. values 80. The point on the optimum efficiency line cor-
Performance Estimatesassessment of performance at responding to a given value of B,, determines the value of
design condition and over range of operating conditions. 8, (and hence the optimum diameter D,); it also determines
The preliminary propulsion estimate serves two purposes; the pitch ratio p and efficiency in open water 710. A screw
it determines the conditions under which the screw is to designed in this way should.produce the maximum thrust
operate, and it relates the resistance data of the hull to the corresponding to the given combination of delivered horse-
powering data of the engine. power, rate of rotation and speed of advance, which is, of
In selecting the screw characteristics, the diameter and course, represented by the 13, value. If practical considera-
pitch ratio of a screw of a given type and having a given blade tions limit the screw diameter, the pitch ratio and open
area ratio can be determined, and the screw efficiency can be efficiency can be determined from a 8 value calculated using
estimated, using a screw design chart. The minimum blade the limited screw diameter value.
area ratio necessary to avoid cavitation can be estimated
using a cavitation chart and the blade thickness is based on
strength calculations. Screw factors
The optimum screw diameter Do as determined above
(4) Screw Design Charts
corresponds to a screw operating in the open water condition.
However, there are certain factors which, affect a screw in the
A usEFuL form of design chart in which the variables are behind-hull condition which result in an :optimum diameter
expressed in the form of *B 8 coefficients is reproduced in somewhat less than for the open water condition. Results
Fig. 1. The B 8 charts originally published by Taylor have of some work at NPL5 have shown that increased blade
subsequently been used by many research workers, notably thickness can have an appreciable effect on the optimum
Troos0 for the presentation of standard series screw data. diameter of a screw. For example, a blade thickness increase
The B 8 charts are of a form convenient for the determination of 50 per cent due to using cast-iron instead of bronze would
of the most suitable diameter of screw to operate at specified result in a reduction in screw diameter for optimum perform-
power, speed of advance and rate of rotation; they also give ance of about five per cent. Considerations are given below.
the pitch ratio and screw efficiency. The 137, 8 chart, which For bronze screws the speed coefficient 8 given by the
includes a coefficient related to the delivered horsepower, optimum line of the B 8 charts should be reduced by about
comprises contours of speed coefficent 8 and screw efficiency four per cent for single screws and by about two per cent for
in open water 1)0 on co-ordinates of power coefficient Be twin screws.
and pitch ratio p as shown in Fig. 1. The coefficents are For cast-iron screws the reduction in the optimum value
defined by of the speed coefficient should be about eight per cent for
single screws and about six per cent for twin screws.
(13) For screws fitted to tugs or trawlers and designed for free-
running conditionsas distinct from towing duty screws
discussed belowit may be advantageous to adopt a diameter
greater than the optimum value derived from B-8 charts.
This results in a small loss in efficiency with associated loss
in speed at free-running conditions, but it also results in a
greater thrust at towing or trawling conditions. Typical
values due to an increase of seven per cent greater than
optimum diameter; loss in speed at free-running conditions
one per cent; increase in thrust at towing conditions six
per cent. For bronze screws this increase in diameter should
not be more than eight per cent while for cast-iron screws
it should not exceed four per cent.
In designing towing duty screws the screw efficiency
(equation 3) used in designing free-running screws is of Ittle
practical use since at zero speed of advance its value is zero.
Moreover, the low speeds of advance result in large values
of B, and 8, both approaching infinity as the speed of where Tu is the thrust in tons.
advance approaches zero. Consequently, the screw per-
formance values are outside the range of B 8 charts.
However, this difficulty is overcome by using an alternative
form of chart (the chart) also given by Troost,°. These
charts are described in a recent article', and one of them is
reproduced in Fig 1 of Ref. 9. In this chart, contours of open
efficiency 7)0, pitch ratio p and torque coefficient 0 are given
on co-ordinates of torque coefficient and thrust-torque
ratio a. The coefficients are given by
= 14" = vADi pD
Q pull P, is derived from the thrust by applying a pull-thrust
= nD2 JPD
niPD5
Q Pu = TpTa
a DT
23rQ
where VA is the speed of advance of the screw in feet per sec.
n is the rate of rotation of the screw in revolutions
per sec.
D is the screw diameter in feet
Q is the torque absorbed by the screw in pounds/feet.
T is the thrust applied by the screw in pounds
p is the mass density of the fluid in which the screw
operates (for fresh water p = 1.938, for sea
water p = 1.988).
For practical purposes it is convenient to express the thrust
in tons. Accordingly, the thrust torque ratio can be re-stated
in the alternative form
DT
a = 357
Designing towing duty
In designing towing duty screws using the charts, the
and 4, coefficients are evaluated for a given screw diameter,
torque, rate of rotation and speed of advance. The point on
the design chart defined by the values of IL and c6 (the latter
being zero if condition is static bollard pull) enables corre-
sponding values of pitch ratio p and thrust-torque ratio a
to be determined and this enables the thrust to be estimated
using equation 19. The corresponding value of tow rope
ratio defined by the relation
The pull-thrust ratio when based on model experiment
data is generally related to a thrust deduction fraction t
determined by propulsion experiments which is defined by
the relation

Fig. 1
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oa -, A . . A . e
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.

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_

EVONSE_ _ZOSSAINEREADINDIEMENME;
MAIWAL741595:11rarar, r19"8031/pr
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WILEMERISSEWAVANOMEMWANNEVANNE
....grarrarimiummmmionsmomour--::=.-soe.w.cgomwm
BO 5 10 15 20 25 30 40 50 60 70
 pull + hull resistance P, R from each value of 135 by applying equation 15. However,
(21) t = 1Tow rope
Screw Thrust
also
P,
(22) -cp
Since, for the static bollard hull condition the hull resistance
is zero the thrust deduction fraction and pull-thrust ratio are
given by
t = l-Pu =
t power (i.e., the value corresponding to maximum
Tu
Similarly, for the free-running condition the two rope pull
is zero, hence the thrust deduction fraction is given by
t=1
Screw diameters
The optimum diameter for a towing duty screw is generally
the maximum value that can be selected consistent with
adequate tip clearance, but a diarneter chosen in this way
could be too large for the free-running conditions and this
.might result in adverse performance. Therefore, free-
running performance estimates should be made and the free
running speed estimated. If this is lower than required it
may be necessary to compromise by re-designing the screw
for towing conditions to have a diameter smaller than
originally proposed. Alternatively, a higher pitch ratio
could be selected, but adoption of this procedure, though
improving free-running performance would. result in loss in
pull since it would not be possible to absorb maximum torque
under towing conditions.
In using the tr. a charts for making towing performance
estimates for a screw which had been designed for free running
conditions the basic data required are the speed of advance
VA and the maximum torque Q. First, the torque coefficient
9S (equation 15) is evaluated and plotted on the ga chart
at a point the position of which is located by the intersection
of two contours, one of 4 and the other of the pitch ratio p of
the screw. This enables corresponding values of torque
coefficient v. and thrust torque ratio a to be read from the
chart, and values of rate of rotation n and thrust T to be
derived using the above equation for torque coefficient
and thrust torque ratio a (equations 16 and 18).
Speed values
In using the B,, 8 charts for making free-running propulsion
estimates for a screw which had been designed for towing
duty conditions, the following procedure can be applied.
For a series of values of speed of hull V, covering the
expected free-running speed, corresponding values of speed
of advance VA (Equation 4) are derived, and the speed
coefficient 8 (equation 13) is evaluated for each value of VA,
for the maximum rate of rotation N and for the screw
diameter D. For each value of the speed coefficient 8 and
for the pitch ratio p of the screw, corresponding values of
power coefficient and screw efficiency 710 are obtained
from the 135-8 chart. At the same time, the optimum
value of the speed coefficient 8, corresponding to each By
value is obtained. Since the rate of rotation, the speed of
advance and the relative flow factor are known, a value for
the delivered horsepower DHP could be derived directly
for the purpose under discussion it is desirable to adopt a
somewhat different procedure. If the speed of advance VA
and the rate of rotation N are both constant the delivered
horsepower DHP is directly proportional to the square of
the power coefficient B5; therefore, the following equation
is applicable
DHP = DHP,( B-2- )2
where DHP is the delivered horsepower at which the screw
is operating
DHP, is the maximum value of the delivered horse-
rate of rotation and maximum torque).
is the value of the power coefficient B5 evaluated
for DHP,,.
Values of effective h.p.
Having determined a series of values of screw efficiency
1, and delivered horsepower DHP over a range of speed
of hull Vs, corresponding values of propulsive efficiency
7 and effective horsepower available EHP are derived using
equations 12 and 7. The values of effective horsepower are
plotted on a base of speed of hull together with corresponding
values of effective horsepower on trial EHPT derived from
the hull resistance experiments as shown in Fig. 5. The
intersection of the two EHP curves determines the speed at
which the hull will be propelled.
(5) Cavitation Charts
A CONVENIENT form of cavitation chart from which the
minimum blade area ratio required to avoid appreciable
cavitation under free-running conditions can be estimated
is shown in Fig. 2.
In applying this chart, corresponding values of operating
cavitation number au and thrust loading coefficient Kv are
calculated, and this enables the minimum blade area ratio
ap to be estimated.
This provides a fair criterion for the minimum blade
area of four-blade screws designed to operate under
moderately loaded free-running conditions and of blade
thickness within the usual range. for bronze screws (-r
0.050 to 0.055). For screws of greater thickness ratios,
correction factors given in a paper on blade thickness
variations can be applied.
Correction factors can also be applied to enable the chart
to be used for three or five blade screws. These correction
factors are given in a recent papers° and in Section 6.9
of the book.1
Cavitation chart figures
The cavitation number au and thrust loading coefficient
are derived from cavitation number GA and thrust loading
coefficient ku as follows:
2 (pa e) (pa e)
GA
p 2.76sVA2
2 (pa e) aA
°it
k
PvA2D2 = 8
(132)2
(30) ky =
p vr2Da
where pa is the static pressure at the screw axis (6) Blade stress calculations
e is
the saturated vapour pressure of the water in which the
screw is operating. A chart used in making blade stress calculations is shown
(pa e) = 2084 + 62.4s1 in Fig. 4. This chart comprises the equations due to Taylor
$ is the specific gravity of the water in which the screw is for estimating the compressive and tensile stresses Sc and
operating ST and additional compressive and tensile stresses due to
is the resultant velocity of the blade sectional element at blade rake S' and S'T, all related to the blade stresses at
the x = 0.7 radius fraction. the x = 0.2 radius fraction, which are given by
I is the depth of immersion of the screw axis
y7 is a resultant velocity conversion factor defined by the Sy DHP
relation (32) Sc
2.2)2 8 )2 BND3 c,
(31) r. ------ 1 1+
(46.-1
-1
Sy
A chart which enables the cavitation numbers a aR (33) S' =
to be evaluated is given in Fig. 3.
ST = S, (0.666 + S4t2/C)
NPL work on trawlers
There is little published information of the performance s,T (2 s,
of heavily loaded screws operatingunder cavi tat ing conditions ; CM/I) 1)CM/I)

consequently, there is a dearth of cavitation charts from

which blade area estimates could be made for towing duty 1.54 w N2D2
Si
screws. The results of some work at NPL on trawlers6 have 107
shown that a screw designed for trawling conditions should
have a larger blade area ratio than a corresponding screw the values of Sy, Sy, Sy and Sy are obtained from Fig. 4
designed for the same delivered horsepower and rate of where DHP is the delivered horsepower
rotation but for free running conditions. For equal margin is the number of blades
against thrust breakdown the increase in blade area ratio is the rate of rotation in revolutions per minute
should be about 20 per cent. Differences between the is the screw diameter
performance of trawler screws at trawling and free running C,,JD is the chord-diameter ratio at the x = 0.2
conditions are analogous to those between tug screws at radius fraction
towing and free running conditions. This suggests that the is the blade thicknessdiameter ratio (equivalent
cavitation chart given in Fig. 2 can also be used in designing value at screw axis)
towing duty tug screws providing that an arbitrary increase :VC is the thicknesschord ratio at the x = 0.2
of about 20 per cent in blade area is applied to make some radius fraction
allowance for the higher thrust loading associated with CaD is the chorddiameter ratio at maximum chord
towing duty conditions. w is the density of the screw material.

CAVITATION CHART (4 BLADE SCREWS) FIG. 2

(p- (p-a) 03-0 eA -r Ku
(2,2\2 56.85 7)0
- ITA2
426 pvA2 ph 71.72 1<v 1, 2
PD2 1.0 J) Ku la (g/4)2

.70

(p-e) 2084+ 641 (SW)

LBS/scl FT 2084 + 62-41 (F.W)
I= IMMERSION TO SCREW AXIS IN FT
T THRUST IN LBS
VA = SPEED OF ADVANCE IN FT/SEC.
D = SCREW DIAMETER IN FEET
VA SPEED OF ADVANCE IN KNOTS.

0.7 0.6 05 0.4 03 001 002 0-03 004 0-05 0-06 0-07 0-08
MINIMUM DEVELOPED AREA RATIO aD (mini) THRUST LOADING COEFFICIENT Kv
 D2WB
7 Weight and moment of inertia estimates (39) pounds feet2
In estimating the weight and polar moment of inertia of 15.7
a screw it is convenient to consider the blades and boss The polar moment of inertia Iva of the boss can be
separately. For screws of NPL standard series type the estimated by dividing it into three parts as was done in
weight of each blade WE is given by estimating the weight of the boss. It is given by the
expression
wD3a,
(37) W, 3.69 B
pounds (40) LOH Wh (DB2 + De) pounds feet2
where a, is the developed blade area ratio.
Entrained water effects
It should be noted that values of the polar moment of
Fig. 3 inertia calculated using the foregoing formulae do not
include the effects of entrained water. If desired, estimates
CHART FOR EVALUATION OF CA AND cr4 of entrained water effects can be estimated using the data
0'8
given in the paper' by Burrill and Robson.
PO 09 0.8 07 0.6 03 08 03 01 DI

(8) Design Example

41111111111111EMEll
M1111111111111111111111111 It is required to prepare two screw designs for a single screw
tug.
1111=11 01111111/11111111111111. The first is to be designed to absorb maximum power for
i6
free running conditions, and towing performance estimates
are to be made for zero speed of hull.
MINE1111E111111111111111I1
1111111,11111011111110.01
111111112111111111WILIIIIII Fig. 4
STRENGTH OF SCREWS (TAYLOR)
0 111M111.11111121M111111E
W211121151111111111Mid. s 82 8D.H.P
S.N.D, Cg.trr
O.H.P. 0EuvERECI weRSE 1110wER
NCf BLADES

IMIIIIIMINIO sic s, (41 1) REVOLUTIONS PER MINUTE

DIAMETER IN FEET
CHORD RATIO AT X 02

al ..affiEFUNIVINEr" 344`
Se (0-466
THICKNESS no (,,o) AT ANS
5.- (k5,3 y-it eyt THICKNESS RATIO AT X 0.2

9 `1111MINIELPLINIEMIN Si tar
CHORD RATIO AT MAXIMUM CH0A0
DENSITY OF MATERIAL IN LEALIFT

- Sc
....."111,121011111318M11111 COMPRESSIVE 5rFtEss
TEMBLE STRESS+ Str
5,'e (LBB/S.iN)
(L155/SPAN)

WISMEEMONNIMIN 064

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.

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2 6 6 08 0 t2 16 IS- 24

SE 54
MAMMON TO SPAR AM! W FEET (SALT WATER)

0-74

A convenient method for estimating the weight WE of the

boss is to divide it into three parts, each of which is assumed 0.72

to have the same volume as a hollow cylinder of outer and

inner diameters equal to the mean outer and inner diameters
DB and DB of the part boss, and of length equal to the 0.70

length LB of the part boss. The weight Wis of the boss is

then given by the expression:
068

(38) WK= L, (DB + Ds) (DB Ds) pounds..

The polar moment of inertia I, of a screw can be estimated

for the blades and boss separately by applying a procedure
similar to that followed for the weight estimate. For 1.3
NA
screws of NPL Standard Series type the polar moment of
inertia per blade is given by MEAN PAce prrom RATIO
 . The second is to be 'designed to absorb maximum ,power at Screw. .1)esign - Calculations -Free-'Running
1
zero speed of hull, and propulsion 'estimates are to be [hide -
Conditions
- -

for free-running_Conditions:.
The scretvs-are to be:ok. NPL. standrd:type (Section-3.7 In 1thakircg the screw., design calculations given Table 2,
of the bookk), designedbinethe'.TroOsip.serjes137.; :.8 charts the power coefficient Bp and-speed,ratiii-8 are evaltiated, and
(Sectiow3.8) and i. ilt,chatts (Section 3:10):-. zorresPending Values of pitch ratio jp; and .screw efficiency
File blade area ratios 'air6 to be determined the: blade 7], are obtained from . the '(Section 34).
area ,chart for moderately loaded icre*S.(SectiOn-6A)-..shOwn- Values of .propulsive - effiCientY ' are .derived from screw
in Fig 2, and the blade thicknesses: are to be based on the efficiency '10- using the 'PrOPfilSiori -factors, given in Table 1,
Taylor strength criterion4Section 8-3) using the chart shown - and this enables the available effective h.P. EHP, to be
. .
- in Fig. 4. -
estiMated. and ,e6inpared -1.-yith the effective h.P. required on
trial EHO,;;,_ hence' determining :whether: the specified trial
Design- Data sPeed i/Ould- be attipeill - - - =

HullSingle-screw tug length 100 ft..; breadth 28 ft.,

draught (aft) 14 fl.; rake of keel &ft. aft, displacement
0-80
483 tons, block coefficient 9.5022(other..Particnlars'as Model fe

--
4033B, ref. 2). - -

Trial SPeed115
, _knOti., .
Ship model
. .
.correlation factor

V,.
Speed of hall :(knotO
lo 113 111-:12
11,
Effective h.P; predicted from model. eic-Pariments,
121 '13
050 g

- 349.462.' 627 873.

Effective h.p.bn trial -

-154_ 194 241 300 384 508, 690,-960

= _110
EngineDiesel.. Delivered h p at -sCre-ty DFIF = 1400, Fig. 5.
rate. of rotation N. =- 200 r.p.M. corresponding Maximum
torque -= 28,909 poitntis. feet.
FOE free-rulming conditions . _ N =9.98 NF (2 per cent wake
scale effect, see Section 4.9). =196
Stern- Details :"--,Streamlined Rudder, 'Shaft Immersion
- I = 7.7- feet..
Stipulation. :'Max., Dia. 010 feet, number of blades .4,
material bronie: .7
Design 'Conditions : .,screw 1 to be designed to absorb 9222 ,R'S
miximum power under trial Conditions when running 'free AMID or muu.-V,

' at a trial 'speed of 121 knots:

'SCARP 2 ,OROPOCSIOR -6511MKITS FOR
Strew 2 is toci be ,designed10 absorb maximum power at kili(-11RIORNd
zeto speed Of 'Ma

\.
t/61 yt -. BASIC- SCREW'. N.PI:... STANDARD, SCREW SERIES
- -- . SHEET' 11.,.-_-,J..!.. - - ,-

CN. OF...BLADES' 4. . - BLADE AREA.RATIO;. 0.5... PITCH RATIO 1.0

!o- ). 00 0. --.05. ookl'asoo
. . . . .

ass 1-00 aiSs o.ozo -6651 bioe,

' ...7..-----77-1.-,-.1, . - -' . .t:10 5E DETAIL X
L
0.21005
T
Nvisi p.o.us
0.90 1 .00. 0.184 04351, :1)072 0.500 ..,
/

080 1.00 0.241 a092 0114 0.500

1 1 1

, . ik, , orp+ LINE

- 070' 00 0269 0118' 0156 0.493

.

Fig. 6. - Sheet 1 of the geo-

metrical 'data of the basic 4-
blade Screw of the .NPL Stand-
ard Series. (See also Fig. 7,
p. 32).
0.60 1..00 0279 0.132 0198 0-475
-1
' -1;
0.50 089 0276 0.137 .02400.450

..,
0.40 ass 0263 0.136 0282 0.420 -
NOSE F2AD-
1 '

0.30 0.90 0.241 0.129 -0324 0.387 t ' 4 ky - '

,,
0.20 0'85 0-2080-116 13366 0.350 ';,.
'
RAD FROM MAX t TO T. E MAX % DISTANCE FROM MAX. THICKNESS TO L.E RAD

X T. E. 80 60 40 20 20 40 60 70 80 90
55 L.E.
85
BACK 0165 0464 0 . 6994b.866 0.967 1-000 0.967 Q.5 0699 059O 0464 0.395 0322 0.245 0.163
t if 2 I
0,082 0.35
°65 FACE 0- ------ ----- -0 ----------------------------- ----------0
010 BACK 0-116 0-434 0-682 0.859 0-965 1.000 09650859 O6820567 0.202 0.116
0.058 0.90
FACE 0 - -
ow BACK 0.073 407 0.6690852 0963 10004-963 0.852.0.669 0.546 0.407 0.330 0.249 0-163 0-073 0.037 0.80
,

BACK0.102 043606B708590965 1.0000.968 0.866 0.6980.590 0.465 0.390 0.305 0210 0102
0.70 FACE 0.0480.013 0 - -- -- - - -0-- ------------------ ,--0 0-002 0.0040.012 0.048 0.076 0-70
BACK 0.171 047707I2 0.8750.970 I0000975 0.881 0737 0.640530 0.465 0.386 0.298 0.171 0-151 0.60
FACE 0.129 005600l6 0 -- -- ---- 0 -------- ----0 0.003 0.012 0.020 0.034 0.0580.129
BACK 0.233 0.521 0.742 0.892 0-975 1.000 0.978 0.900 07740.692 0.591 0.531-0.463 0.377 0270 0-218 0.50
0.50 FACE 0.199 0.100 00450.013 0003 0 0 0.004 0.012 0.021 0.037 0.049 0.068 0.101
040 BACK 0.289 .565 0.769)0.903 0.977 l0000979 0.915 0.804 0.732 0.637 0.582 0.523 0.444 0.307 0-274 0-40
FACE 02590l39 0.068 0.025 0.005 0 0.003 0.012 0.0300.0450.067 0.064 0.108 0.146
n 30 BACK 0.338 0.5980.787 0.911 0.979 1000 0.981 0.924 0.826 0.759 0.67610.626 0.569 0.497 0-343 0.325 0-30
w. FACE 0.312 0.178 0.087 0033 0.007 0 0.005 0.020 0.048 0.070 0-100 0.121 0.149 0192
BACK 0.3860.630 0.805 0.919 0.981 1.000 0984 0.932 0.844 0.783 0-708 0.662 0.6 0.538 0 3800 .375 0-20
"''FACE 03640210O105 0.041 0.009 0 0.007 0.029 0.066 0.094 0.132 0.157 0-190 0.237

In making the cavitation estimates, the cavitation numbers
a, and a, and thrust leading coefficients k and 4, are
evaluated; and this enables a blade area ratio ap to be
selected based on the minimum value obtained from the
blade area chart (Fig. 2). Next, the blades are determined
using the Taylor strength criterion (Fig. 4). Since the screw
is to be of NPL standard type, the value of the pitch ratio
obtained using the Troost B series data is corrected to make
allowance for the different blade section shapes as discussed
in Section 4.4 of the book.'
Screw 2-Design Calculations-Towing Duty
Conditions
In making the screw design calculations given in Table 3,
the torque coefficient v. is evaluated and corresponding values
of pitch ratio p, and thrust-torque ratio a are obtained from
the II - a charts (Section 3.10). The value of the thrust Tu
is determined from the thrust-torque ratio a, and this enables
the pull P, to be derived using the value of the pull-thrust
ratio rp given in Table 1. The blade area ratio a, is derived
from the corresponding value for the first screw by applying
an arbitrary increase of 20 per cent to make some allowance
for the higher thrust loading associated with towing duty
conditions, as discussed in Section 5, above.
The blade thicknesses are determined and the blade
section shape corrections are made using the same procedure
as for the first screw. Since the blade thickness ratio
(r = 0.052) is appreciably greater than that of the basic
Troost B screw series (r = 0.045), a pitch correction factor
is applied to make allowance for increased blade thickness,
as discussed in Section 4.3 of the Book'.
Screw I-Towing Performance Estimates
In making the towing performance estimates given in
Table 4, corresponding values of torque coefficient ti and
thrust-torque ratio a are obtained from the p.-a charts
(Section 3.10). The rate of rotation n at which the screw is
operating and the resulting delivered horsepower DHP are
determined from the torque coefficient The thrust Tu is
determined from the thrust-torque ratio a, and this enables
the pull P, to be derived using the value of the pull-thrust
ratio Tp given in Table 1.
Screw 2-Propulsion Estimates-Free-Running
Conditions
In making the free-running propulsion estimates given in
Table 5, the procedure outlined in Section 4 above, is followed
using the B-4-55 137, - 8 chart. In deriving the screw
efficiency Tio, a reduction of 1 per cent is applied: this makes
allowance for departure from basic blade area ratio (a = 0.6,
basic value 0.55) and increase in blade thickness ratio
(r = 0.052, basic value 0.045). The former correction is
obtained by interpolating between efficiency values obtained
for screws of different blade area ratio (a, = 0.55, a =-
0.70), while the latter is determined using the data given in
the paper5, as described in Section 4.3 of the book'.
The results of the calculations are plotted in the form of
values of propulsive efficiency 1,, delivered h.p. DHP and
effective h.p. available EHPI, together with corresponding
values of effective h.p. on trial EHR,-, all on a base of speed
of hull V as shown in Fig. 5. The speed at which the hull
will be propelled is given by the value of the speed of hull
located by the intersection of the two curves of effective
horsepower.
Screw 2-Screw Manufacturing Data
The screw manufacturing data for Screw 2 are given in
Table 6 in the form of a series of correction factors to be
applied to the geometrical data of the basic screw of the
NPL Standard Series shown in Figs. 6 and 7.
 -.
Tablet Propulsion Data for a Single Screw Tug
_

Hull: 100 it. X 28 ft * 12 ft draught mean (14 ft draught aft)

Block coefficient 0.562; Other particulars as Model 4033 (reference 2)
. .
.
FREE RUNNING CONDITIONS
.
.
- .. .
. . . - .

-
Design
Operating (at-
- design R.P.M.)
Thrust 1- Relative :Overall -
' -ull
.1-J .- -
-
Diameter ' Wake .

PrPropulsive
- . , 1,
..... deduction
fraction fraction factor - - _ flow - ' .-hull
- (ft:). Design . . . ..,-,-- - i - Speed
- --
factor 'factOr
.
.-- efficiency
Hull 'Screw ...c-oildi-1 Delivered "
t-Ptatiori
° ''oelivered of hull
-..,.2
:
_
- -
.h:p: .--- , ...-_,
. ' tion ti.p., ...- (r.15-Jii.). ..
(knots)
... ,
DI-IP . DHP V. w t , -.' 1 t
H b P.. , ..: r - 73-t
1 '
- . . .

. 7.
4033A W1-57 , 9.5 `Bollard 1,100 ' 130- 487 "1124. ; ' 0,210 0.231": 0.97 ' : :. 1.62 tj. -- 0.99 0.686
W158 ..9.0 -" . ' 1,10.0 . 206. :452 -' 10.66 ; .0.203" ' . 0.220.. ; 0.98,:: . , -1.01- ! - 6.'99 6.516
W159 3.8 . 1409: . 270 - 506 10,86' ;' 0 210' ", 0.205:: 'I 1 .01: : 1 .0 ' 4.0.1 (..). -4-4
- .
4033B W160 10.25 ' 1 100 130 , -.. -462 1101. "T0.213 -
, 0.239 .. 0.97 ... 1.02
., ':, 0,99
__ _ _
0.676
W114 1025 , -',,1.100, . . - " 130 . 1,073.. 12;59 . 6,223 0223 1.00 1.02 '-, ',e-,1,02 0.689
W175
14,156
9.0 . - reF- 1.100
7.8 . running . 1,100
' .' .. 200 : 1,061 12.51 0.225 -- 0206, i .62. 1.00_ :1-.02 0.64
.
270 .:
.
F681
_ ' 12.45 0234 - 0200. . 1.04 - 1.00 ' 1.04 0.615
. ,

. ... . -" '

TOWING DUTY CONDITIONS

BOLLARD" PULLS AT 4!lo:- SPEED OF HULL
.

DeSigp
',"
operating,(at ,

design torque)
Diameter : '' -' . TipTst - - Pull
Thrust Pull-
' - (ft)-- - -.-"': eduction
uc thrust
.--- i (tons) (tops) .
Hull Screw -
'' ' ' - ' Design ' Rate
Kat e of - "'..
Delivered
- , ' Rate of - .- fraction ratio
''. - condition ' Dellyered-: rotation rotation .
: - _ 1: (r.Pm.) .(r4)-13..)
. -j

- . DHP N DHP N T .
t PidTu
r. . ._,
.----
' . . . ' , .
' 4033A. W157 9.5 - 'Bollard 1100 :136 1160 , 130- 15.-.35"f - 1-505. ,(:).020 0.980
AY.158- 9.0 : :" 1,460 260 '1,100 ' 203 ' 1664,', 1566,:.--1 '. 0025 0.975
w139 ' 7.8 1,100 270 1,100 .275 1439r ' 0.021 009
. - .. - _ - "
'
.. ' '144:16-
- .
4033B ,-W166 - .10-.:25 - 1100 130 1,100 , 129 ' 16,95 /16.66 :...0.621 .0.919
' :-,- W174. ' A6.25 - '=" .-- - 1,100 130 791 . 94 ';.-12.00 '':11:. 5 ''. , .0.6.29 0.971
_ w175 9.0 FrCe"
running! 1,100
1,100
200 - 762 -139 11.85, .110 '0,621- 0.971
W156 '

1
7.8 270 :807 : 198 . 1.136,6 ' .1-1:35'. "; 0.022 .., 0978
1

_
 Table 2 Screw 1Design Calculations: Free-running Conditions
Design Conditions: DHP = 1,100, N = 196 R.P.M., V, = 12.5 knots,
D = 9 feet, I = 77 feet
Propulsion Factors (Table 3) w = 0.225, t = 0.206, fp = 1.0, eit = 1.02

Bp a 80 PT 10 ',P
I EHFI EH PT GA ku 7 a, k., at)
Screw (I) (2) (3) (3) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12)

B-4-40 22 182 189 0.840 0.635 0.647 712 690

B-4--55 22 182 182 0.830 0.610 0.620 685 690 9.75 0.532 16.6 0.587 0.0321 0.50

for eh, = 0.5 pr= 0.833 (interpolation between au, = 0.4 and 0.55) (P, - e)
(equation 27) v..=
2.76sVA2
(equation 14) Bp = N /e3DHP
VA2 sV,, (equation 29) ku = 5891(1)2
-
(equation 13) 8 = ID
VA
Values from Bp-8 charts (Section 3.4)
(equation 31) y=1+ )2
46, 1
(equation 12) li, = G7), (equation 28) = oAh,
oft
(equation 7) EHP3= 74.,DHP (equation 30) /c, = kft/v
Effective h.p. on trial (given hull-resistance data) Value of blade area ratio from Blade Area Chart (Fig. 2)
Strength Calculations
C.2/D = 0.208 (Fig. 6), S2 = 1,240,
S3 = 0.21 (Fig. 4) assumed thickness ratio T = 0.047
S2DHP
(equation 32) Sc - r2BND3C.2/D
= 5,100

(equation 33) Sic = s( -.3 - 1 = 910

T

SC + SIC = 6,010

Correction factors for departure from standardfor blade sections of M.S. type increase pitch ratio by 21 per cent (Section 4.4).
Particulars of Screw: Diameter D = 9.0 ft.
Number of Blades B = 4 Blade Thickness
Blade Area Ratio aD =-- 0.50 Ratio (at axis) 7 = 0.047
Pitch Ratio p = 0.853 - Rake IF = 10 deg.

Table 3 Screw 2Design Calculations: Towing Duty Conditions

Design Conditions: DHP 1,100, N = 200 R.P.M., Q = 28,900 lb. ft.
Vs = 0 n = 3.333 RPS, D = 9.0 ft.
Blade Area Ratio at, = 0.6 (i.e. 0.5 + 20%, see Section 5)

Tu Pu Pu
cb P- Pr a
Screw Tons Tu Tons
(1) (2) (3) (3) (4) (5) (6)

B-4-55 o 6.71 0.565 1.67

B-4-70 0 6.71 0.570 1.64

for a0 = 0.6 0.565 1.66 14.95 0.975 14.60

Qa
(1) (equation 16) = NIA]) jPD VA = 0, hence = 0 (4) (equation 19) Ttr = 357D
pD (5) Pull-thrust ratio Ty (Table 1)
(2) (equation 17) p.nD2
=
(3) Values from charts (Section 3.10) (6) (equation 20) Pu = Tifu
From results of strength calculations similar to those given in Table 2, T = 0.052
Correction factors for departure from standard
for blade sections of M.S. type; increase pitch ratio by 3 per cent (Section 4.4)
for increased blade thickness; reduce pitch ratio by 1 per cent (Section 4.3)
Particulars of Screw: Diameter D = 9.0 ft.
Number of blades B = 4 Blade Thickness
I

Blade Area Ratio aD = 0.60 Ratio (at axis) T = 0.052

Pitch Ratio PT = 0.58 Rake = 10 deg.
 Table 4 Screw 1-Towing Performance Estimates
Operating Conditions: Maximum torque Q = 28,900 lb. ft at zero speed of advance, 56 = 0

n N Tu Pu Pu
Pt P a DHP
Screw RPS RPM Tons Tu Tons
(1) (2) (2) (3) (4) (5) (6) (7) (8)

B-4-40 0.84 5.10 1.37

B-4-55 0.83 4.70 1.28

for au = 0.50 4.83 1.31 2.40 144 792 11.82 0.971 11.47

Pitch ratio values from Table 2

Values from 1.4-o charts (Section 3.10)

(equation 17) n = ±-41.4

D2 pD
N = 60n
DHP = 27cnQ
550
Qa
(equation 19) Tu =
357D
Pull-thrust ratio Tp (Table 1)
(equation 20) Pu =1.2,Tu

Table 5 Screw 2-Propulsion Estimates: Free-running Conditions

Operating Condition: Maximum rate of rotation NF = 200 R.P.M.
(N = 196 R.P.M.)

Propulsion Factors (Table 1) w = 0.225, t = 0.206, ER = 1.0, G = 1.02

Delivered h.p. (Maximum) DHI'm = 1,100

V 7)01
DHP
VA VA BP 710 71z,
Bp1 DHP EHP,
Knots DHPm
(1) (2) (3) (3) (4) (5) (6) (7) (7) (8)

94 7.36 1,470 240 31.0 0.545 0.540 0.550 43.7 ' 0.502 . 552 303
10 7.75 1,672 228 26.0 0.550 0.545 0.555 38.4 0.459 503 279
104- li.14 1,890 217 22.3 0.547 0.542 0.552 34.0 0.430 474 263
11 8.52 2,120 207 19.0 0.540 0.535 0.545 30.3 0.394 434 236
11+ 8.91 2,370 198 16.5 0.525 0.520 0.530 27.1 0.371 408 216

(equation 4) VA = (1 - w)V,
(equation 13) =ND
- = 1.764
VA VA
Values from B-4-55 B-8 chart (Fig. 1) at pitch ratio Pr = 0.565 and 8 from column (2)
Chart values reduced by 1 per cent (departure from basic blade area ratio and thickness ratio)
(equation 12) 12, = 4,710 = 1.02 rio
6,415
(equation 15) B1 =-- N jemDHPm =
VA 2 s VA VA2.2

(equation 26) DHP = DHP(Bp

y 24
141
(equation 7) EHP, = 12, DHP
From Fig. 5 V = 10.6 knots, DHP = 460, 7)2, = 0.55
 Table 6 Screw 2-Screw Manufacturing Data-Particulars of
Ship Screw
BLADE SWEEP AND PROJECTED AND
Model Hull No. 4033B BOSS OMENSIONS X OEVEUGPIGS BLADE

The screw recommended for the ship should have the following 1-0-01111
1.00
main features:- 9.11___. ,r- -...
Number of blades 4 MIIM 090

Diameter 9.0 feet

pr 0.58 k_Qs__ ..
I ---

ii,
Pitch ratio at tip
Blade area ratio 0.60 0.70
Thickness ratio at axis t/D 0.052 I__
Rake angle TB 10
dB 0.167
III 1, . 1

Boss diameter ratio at rake line -----

Material Bronze 050
,......_
The detailed features of the screw should resemble those of the
Basic Screw of the N.P.L. Standard Series, as shown on Sheets
V 0.4. ; .------i,

1 and 2.
For the ship screw the following modifications to the Basic PROJECTED

Screw are required:-

Correction to basic P/D values to allow for differing Pitch
Wm, c.Mil. 20
OUTLINE

DEVELOPED

Ratio i.e. (P/D) ship screw = (P/D) basic screw x 0.58.

Correction to basic CID values to allow for differing Blade - o
Area Ratio,
0.6
i.e. (C/D) ship screw = (CID) basic screw x - .716
0.5
ALL DILIDOIONS ARE FOR A SCREW or UMW DIAMETER.
06
and (2) ship screw = (2) basic screw x 0.5
Correction to basic t/D values to allow for differing BASIC SCREW. PLR L STANDARD SERIES SHEET 2.
thickness,
Ne OF SLADE& 4 BOSS-DIAMETER RATIO 0.167
0.052 04
i.e. (tM) ship screw = (t/D) basic screw x SLADE AREA IMMO. 'MOM= - OAm: RATIO (AXIS)
.
0.04S
0.045 PITCH RATIO (71P). 1.0 . (ROOT) 0-0315
POCK RATIO OMANI 01134 RAKE ANGLE. Kr

Fig. 7

References
I. O'Brien, T. P. The Design of Marine Screw Propellers. Hutchinsons
Scientific and Technical Press, London, 1962.
Parker, M. N. and Dawson, 1. Tug Propulsion Investigation. The Effect
of a Buttock Flow Stern on Bollard Pull, Towing and Free-Running Performance.
Trans. Roy. 1nstn. Nay. Archit., Vol. 104, 1962.
Dawson, J. Tug Propulsion Investigation. The Effect on Performance of
Designing Propellers for the Free-Running Condition. Trans. Roy. Instn.
Nay. Archit., Vol. 105, 1963.
Troost. L. Open-Water Tests with Modern Propeller Forms. Trans. N.E.
Coast 1nstn. Engrs. Shipb., Vol. 67, 1951.
O'Brien, T. P. Some Effects of Blade Thickness Variation on Model Screw
Performance. Trans. N.E. Coast Instn. Engrs. Shipb., Vol. 73, 1957.
Doust, D. J. and O'Brien, T, P. Resistance and Propulsion of Trawlers.
Trans. N.E. Coast Instn. Engrs. Shipb., Vol. 75, 1959.
Burrill, L. C., and Robson W. Virtual Mass and Moment of Inertia of
Propellers. Trans. N.E. Coast Instn. Engrs. Shipb., Vol. 78, 1962.
0' Brien. T. P. Some Practical Aspects of Marine Propeller Design with
Particular Reference to Single Screw-Tugs. Ship Division, N.P.L. Report,
November, 1964.
O'Brien, T. P. Propeller Design and Two-Speed Gearboxes with Particular
Reference to Tugs and Trawlers.
Ship and Boatbuilder International, Vol. 17,
No. II, November, 1964.
O'Brien, T. P. Some Effects of Variation in Number of Blades on Model
Screw Performance. Trans. N.E. Coast Instn. Engrs. Shipb. Vol. 81, 1965.
 Propeller Design and
Two-Speed Gearboxes by T. P. O'Brien, C.G.T.A.,
A.M.R.I.N.A., Ship Divis-
ion, National Physical
. . with particular reference to tugs and trawlers Laboratory.

This two-part article discusses the differences in performance of screws designed for
free-running conditions and towing duty conditions, the former when towing and the
latter when running free. It shows that significant improvements in performance for
both types of screw can be achieved by using two-speed gearboxes enabling the optimum
rate of rotation to be chosen for both free-running and towing conditions. Equations
are derived and coefficients are given in part one to enable design and operating con-
ditions to be chosen to give optimum performance.

1. Introduction 2. Basic equations and 11--a coefficients

Unlike those for other vessels, screws for tugs and trawlers A form of chart convenient for designing and making
are dual purpose propulsion devices .since, in addition to performance estimates for both towing duty and free-running
operating at free-running conditions, they are also required screws is the chart given in a paper by Troost.' Some
to run at low speed towing duty conditions. Some screws of the charts given by Troost are reproduced in a book2 and
are designed to give best performance at free-running condi- in a report3 by the present author, where worked examples
tions and do not operate so efficiently when towing. Others are included illustrating practical applications. In this chart,
designed to give best performance at towing duty conditions, contours of open water efficiency 10, pitch ratio p and
suffer adverse performance when free-running. torque coefficient 4, are given on co-ordinates of torque
For the former, the loss in towing performance could be a coefficient 12, and thrust-torque ratio a, as shown in Fig. 1.
20 per cent reduction in towing pull, while for the latter the In their basic form, the coefficients are given by:
loss in free-running performance could be a 15 per cent
reduction in ship speed. Some screws are, of course, (1) = V AiPpa
Q0 VA
D,s/PD
Qo
designed to operate at conditions that are a compromise
between-free-running and towing.
A marine screw can be designed to absorb a stipulated . (2) =n
ipD3
450- =-- nD 2
jpD
horsepower when running at a given rate of rotation and
speed of advance in propelling the hull. If the screw is DT
(3)
designed for free-running conditions, it has a moderate pitch 27t-Q0
ratio and operates at a moderate speed of advance when Tv A
running at its design condition. However, when the screw
operates at low speed towing duty conditions, the maximum 27tnQo
torque applied by the engine will be reached at a low rate If desired the thrust-torque ratio and screw efficiency can
of rotation, consequently there will be a reduction in delivered be linked by the advance coefficient J defined by
horsepower resulting in low thrust and pull, i.e., for towing VA
conditions the screw is overpitched.
Conversely, if the screw is designed for towing conditions, nD a
it has a low pitch ratio and operates at a low speed of where VA is the speed of advance of the screw, in feet per
advance when running at its design condition. However, second
when this screw operates at moderate speed free-running n is the rate of rotation of the screw in revolutions
conditions, the maximum rate of rotation will be reached at per second
a torque value substantially lower than the maximum. D is the screw diameter in feet
Therefore, the engine will not be able to apply maximum Q0 is the torque absorbed by the screw when running
torque, and there will be a reduction in delivered horse- in open water in pounds feet
power resulting in low free-running speed, i.e., for free T is the thrust applied by the screw in pounds
running conditions the screw is underpitched. p is the mass density, of the fluid in which the screw
The foregoing restrictions apply if the screw is driven operates
either directly from-the engine or via a single-speed gear box; (for fresh water p = 1.938, for sea water p = 1.988)
however, significant improvements in performance can be For practical purposes it is convenient to express speed
achieved by introducing a two speed gear box. For screws of advance in knots; rate of rotation in revolutions per
designed for free-running conditions, a second gear can be minute and thrust in tons; moreover, it is desirable to apply
,chosen to enable the screw to run at a higher rate of rotation, the principle of thrust identity as discussed in Section 2.6
and so operate at maximum power when towing. Similarly, of the book. 2
for screws designed for towing duty conditions, a second Accordingly, the coefficients are re-stated in the form
gear ratio is chosen to enable the screw to run at a higher
rate of rotation and so operate at maximum power when pD
= 1.689 VAD
free-running. ERQ -

SHIP AND BOAT- BUILDER INTERNATIONAL NOVEMBER 1964 1

 AL
3 4 5 6 7 8 9 10 11 12 13

1. 8

1-7

1.6

15

1.4

1-3

12

0.9

0.8

07

06

05

0.4

0.3

0.2

Fig. 1

2
 0 65
ND2ipD
a.
60 ERQ

a - 357DTu
ERQ
Z 0.60 -
te,
_15.0

101.3VA
J -
ND > 055
UI

02T,VA 0
n. Se a.

NERQ ot
o.
0.50_ -14.0
where VA is the speed of advance of the screw in knots
N is the rate of rotation of the screw in revolutions
per minute
Tu is the thrust applied by the screw in tons 135

LE is the relative flow factor linking the screw efficiency (FI2EE- RUNNING)
when operating in non-uniform flow behind the hull, and
the screw efficiency 7ki when operating in uniform flow in 1.2

open water.
Applying the principle of thrust identity 0
(11) ERQB = Q 1.0
In applying the p.-a coefficients in designing a towing duty
screw of given diameter to absorb a stipulated delivered g
SCREW c't p- 0.52
horsepow er DHP when running at given rate of rotation N 0-8
and speed of advance VA, first, the torque Q is computed
using the formula
33,000 DHP (iowiNG)
(12) Q - 27cN
0-6 EEWg) 0.565

This enables torque coefficient 0 and v. to be evaluated,

and the point on the ik-a design chart defined by these 0.4
values enables corresponding values of pitch ratio p and 140 IGO 200 220 260
RATE OF ROTATION N
thrust-torque ratio a to be determined. The thrust Tu is
calculated using equation 8, and the related tow rope pull Pu ABOVE: Fig. 2. Propulsion estimates (free-running) and
is derived from the thrust by applying a pull-thrust ratio 1.3, performance estimates (towing) for varying rate of rotation
defined by the relation BELOW: Fig. 3
(13) Pu =
A worked example following the above procedure is given
in Table 5 of the report.3
The foregoing considerations apply if the rate of rotation
is fixed. However, if it is possible to select a set of gear
ratios to give a range of values of rate of rotation N1 by
applying a factor k to the basic value of rate of rotation N1
and applying the condition that the power remains constant,
the following relations can be derived:
N = kNi
Q=
where Q1 is the basic value of the torque corresponding to
the basic rate of rotation N/ which, when substituted in the
equations for torque coefficients enable these equations to be
re-stated in the form
95 = 1.689VAD = lc+ 01
4J041.
DOT
kND2 pDk
= k '12/11
60 E,,Q,
where cki and v., are the basic values of torque coefficient
evaluated using basic value of rate of rotation N1 and for E1411

which the coefficient k is equal to unity. Pairs of corre-

sponding values of pitch ratio p and thrust torque ratio a
are determined using the chart as before (for fixed rate
of rotation) and thrust values are calculated using a modified
9* to love . II Ws
form of equation for the thrust torque ratio given by SPEED or Wyu..

T,, SCREW 2 - PROPULSION ESTIMATES (FREE-RUNNING)

357kD FOR FIXED RATE OF ROTATION

3
 As stated above, a towing duty screw operating at free-
running conditions at the design rate of rotation does so at
reduced torque and delivered horsepower. In making free-
running performance estimates using the v.a coefficients, it
is convenient to introduce a torque reduction factor K
defined by the relation
Propeller Design and (19) Q = KQ, and DHP = KDHP3,
where the suffix M denotes the maximum values of torque Q
Two-Speed Gearboxes ... and delivered horsepower DHP.
Incorporating the torque reduction factor K in the
equations for torque coefficient and u. and thrust torque
ratio a (equations 6, 7 and 8) they can be re-stated in the
form
The results of the calculations are plotted in the form
of value of pitch ratio p and thrust T, (on pull PO on a pD
(20) 0 = 1.689 VAD
base of rate of rotation N, as shown in Fig. 2. ERKQm
In applying the p.a coefficients in designing a free-running
ND pD
screw, a procedure similar to that used for towing duty (21)
screws as given above is followed. However, for free- = 60 4 KQM Ki
running conditions the performance criterion is the screw
efficiency per cent instead of the thrust T, used for towing (22) a = 357TD as,
KQs, K
conditions. Accordingly, values of the advance coefficient J
are calculated and the screw efficiency 710 is determined where p.m and am are values of the torque coefficients
using equation 5. The results of the calculations are 0 and 1.1. and the thrust-torque ratio a computed using the
presented in a similar way as for towing conditions, but here maximum value of the torque Qm.
the parameters are screw efficiency -rjo (or propulsive effi- In making free-running performance estimates, a range of
ciency -r;,,) on a base of rate of rotation N, as shown in
values of torque reduction factor K is selected and a corre-
Fig. 2. sponding set of values of torque coefficient EA is evaluated.
The towing performance curves of Fig. 2 show that Values of torque coefficient 4> and thrust-torque ratio a are
optimum towing performance is associated with high rate read from the 1).a chart at points the positions of which
of rotation and low pitch ratio, as might be expected. From are located by the intersection of two contours, one of
the free-running performance 'curves of Fig. 2, the value of torque coefficient the other of the pitch ratio p of the
1.1.,

the rate of rotation to given maximum screw efficiency can screw.

be selected and the corresponding value of the pitch ratio
for a screw designed for free-running conditions can be
determined. The optimum rate of rotation for this screw
when operating at towing duty conditions, and the corre-
sponding value of pull, can be determined from the towing
performance curve.
Towing duty
This enables the speed of advance VA and the advance
coefficient J to be determined using equations 6 and 9,
respectively. The screw efficiency 710 is determined using
equation 10, and the speed of hull V the propulsive
efficiency and the effective horsepower available EHP,
are derived using -the equations given in the report,3 which
are reproduced below.
Vs = VA (1 w.)

The performance data given in Fig. 2 can also be applied 74, ;3,10
in designing towing duty screws and estimating their perform- EHP, = 1pDHP
ance at free-running conditions; since, having chosen the where Vs is the speed of the hull in knots
design rate of rotation and pitch ratio, the optimum rate of w,. is the wake fraction
rotation and related value of screw efficiency for free-running Ep is the overall hull factor.
conditions can be determined from the free-running perform-
ance data. The values of effective horsepower available EHP, are
The performance data of Fig. 2 do not give performance plotted
sponding
on a base of speed of hull V together with corre-
values of effective horsepower on trial EHR,-
values for screws designed for free-running conditions, nor derived from the hull resistance experiment results, as shown
do they give free-running performance values for screws The value of the speed at which the hull will be
designed for towing duty conditions if it is not intended to in Fig. 3.
propelled and the corresponding value of the effective
fit two speed gear boxes. For screws designed for free- horsepower are determined by the co-ordinates of .the point
running conditions, but operating at towing duty conditions,
maximum torque is reached at a rate of rotation lower than of Ifintersection of the curves of effective horsepower.
desired, the value of propulsive efficiency 71p can also
the design value, and this needs to be estimated. be plotted in Fig. 3, and this enables the value of propulsive
This can be done by first computing the torque coefficient 0 efficiency at the trial speed to be determined, from which
(equation 6) which is then plotted on the 1.1.--a chart at a the delivered horsepower on trial DHP can be derived using
point the position of which is located by the intersection of
two contours, one of 0 the other of the pitch ratio p of the equation 25.
screw. This enables corresponding values of torque References
coefficient i and thrust torque ratio a to be read from the Troost, L. Open-Water Tests with Modern Propeller Forms.
chart, andkvalues of screw rate of rotation N and thrust Tu Trans. N.E. Coast Instn. Engrs. Shipb., Vol. 67, 1951.
to be derived using the equation given above for torque O'Brien, T. P. The Design of Marine Screw Propellers.
Hutchinson's Scientific and Technical Press, London, 1962.
v. and thrust torque ratio (equation 8). At the
coefficient O'Brien, T. P. Some Practical Aspects of Marine Propeller Design
same time, the. 'delivered horsepower DHP can also be with Particular Reference to Single-Screw Tugs N.P.L. Ship
evaluated using equation 12. Division Report, November, 1964.

4
Propeller Design and
Two-Speed Gearboxes
. . . with particular reference to tugs and trawlers 1 Part Two
In this concluding article, the author gives worked examples, the results of which show
that for a screw designed for free-running conditions and driven via a single speed
gearbox, the loss in towing pull would be 22 per cent, but if a two speed gearbox were
fitted the loss in towing pull would be only three per cent. Similarly, for a screw designed
for towing conditions and driven via a single-speed gearbox, the loss in free-running speed
would be 15 per cent, but if a two-speed gearbox were fitted the loss in free-running
speed would be only 1i per cent.

by T. P. O'Brien, C.G.I.A., A.M.R.I.N.A., Ship Division, National Physical Laboratory.

IT is required to prepare the preliminary design calculations The computations are to be made using the IA-a
and make performance estimates for the propellers for a coefficients derived in Section 2 above and the Troost 8-4-55
single screw tug. series 11-a chart given in Figure 1.
The first is to be designed to absorb maximum power at Design Data
a stipulated gear, ratio and rate of rotation for free-running Hull-Single-screw tug; length 100 ft., breadth 28 ft.,
conditions. Towing performance estimates are to be made draught (aft) 14 ft., rake of keel 4 ft. aft, displacement (mid)
for zero speed of hull for two conditions: (a) at same gear 483 tons, block coefficient 0.502. Other particulars as
ratio as for free-running conditions; (b) at a gear ratio Model 4033B, reference 4.
selected to enable the screw to run at a rate of rotation
to absorb maximum power at towing conditions. Hull speed (knots) Vs 10 101 11 111 12 121 13
Effective h.p.
The second is to be designed to absorb maximum power (model
at a stipulated gear ratio and rate of rotation for towing experiments) EHP,,, 176 219 273 349 462 627 973
conditions. Propulsion estimates are to be made for two Effective h.p.
free-running conditions (a) at same gear ratio and rate of (trial
rotation as for towing conditions; (b) at a gear ratio selected conditions) EHPT 194 241 300 384 508 690 960
to enable the screw to run at a rate of rotation to absorb EHPT =
maximum power at free-running conditions. = 1.10 EHP,,,

Table 1 Screw 1-Design Calculations: Free-running Conditions

Design Conditions DHP = 1,100, Q, = 28,900 pounds feet NF = 200 RPM
D = 9 feet, Vs = 12.5 knots N, = 196 RPM
Propulsion Factors w = 0.225, t = 0.206, E, = 1.0, Er = 1.02
(Ref. 3, Table 3)
Basic Torque Coefficients (equations 16 and 17)

N,D2 pD
951 = 1.689 VAD ) = 3.66 = = 6.57
ER1
P±Q 60 4 ERQ1
k NF N kl k% 0 IL P c J no nv

(1) (2) (3) (4) (4) (5) (6) (7)

0.7 140 137 0.837 0.586 3.06 3.86 1.40 0.765 0.795 0.608 0.620
0.8 160 157 0.894 0.715 3.27 4.71 1.14 0.895 0.696 0.623 0.635
0.9 180 1761 0.949 0.855 3.47 5.62 0.97 0.995 0.618 0.615 0.628
1.0 200 196 1.000 1.000 3.66 6.58 0.82 1.090 0.556 0.606 0.617
1.1 220 2151 1.049 1.154 3.84 7.59 0.72 1.145 0.506 0.580 0.592
1.2 240 235 1.095 1.314 4.01 8.65 0.62 1.195 0.464 0.555 0.566
1.3 260 255 1.140 1.483 4.17 9.76 0.54 1.23 0.428 0.526 0.536

(I) N, = 0.98 NF (Wake scale effect, Ref. 2, Section 4.9); (2) s6 = 16-01 (equation16 ; (3) II = (equat on 17); (4) Values from
101.3 VA
1./.-a chart (Fig. 1); (5) J - (equation 9); (6) no = Ja (equation 10); (7) = Y-no (equation 24). For NF = 200, pitch ratio
ND
p = 0.82, propulsive efficiency no = 0.617.

5
 Table 2 Screw 2-Design Calculations: Towing Conditions
Design Conditions DHP - 1,100, Q, = 28,900 pounds feet, N, = 200 RPM
D= 9 feet, Vs = 0
Propulsion Data = 1.0, Pull-Thrust Ratio = 0.975
(Ref. 3, Table 3)
N,D2 pD
Basic Torque Coefficient it, = - = 6.71
(equation 17) 60 IRQ,

k N lel. PI= 0 FL P a I', Tons Pu Tons

(1) (2) (2) (3) (4)

0.7 140 0.837 0.586 0 3.93 1.030 1.09 14.0 13.65

0.8 160 0.894 0.715 0 4.80 0.820 1.30 14.6 14.25
0.9 180 0.949 0.855 0 5.73 0.675 1.49 14.9 14.55
1.0 200 1.000 1.000 0 6.71 0.565 1.67 15.0 14.65
1.1 220 1.049 1.154 0 7.74 0.480 1.84 15.0 14.65

(1) p. = k' 2p., (equation 17); (2) Values from p.-a chart (Fig. 1); (3) Tu = Qicv (equation 18); (4) Pu = TpTu (equation 13).
357kD
For N = 200, pitch ratio p = 0.565, pull Pu = 14.65 tons.

Engine-Diesel. Delivered horsepower at screw d.h.p. = (1-a chart at points located by the contour 9S = 0 and the
1,100, engine speed 600 r.p.m., stipulated gear ratio 3:1 co-ordinate p.. A set of values of screw thrust T, are
giving 200 r.p.m. for screw, corresponding maximum torque derived from the chart values of a. A set of values of pull
at screw = 28,900 pounds feet. Pu are derived from Tu and plotted on a base of rate of
For free-running conditions N = 0.98 NF (2 per cent wake rotation N, together with the values of pitch ratio p, as
scale effect, see Section 4.9 of Ref. 2). also shown in Fig. 2.
---- 196 RPM
Screw I-Towing Performance Estimates
For towing conditions N = N, = 200 rpm Single Speed Gear Box. In making the towing
Stern Details-Streamlined rudder, shaft immersion I = performance estimates given in Table 3, corresponding
7.7 ft. values of torque coefficient ix and thrust-torque ratio are
Stipulations. Screw diameter 9.0 ft., number of blades 4. read from the chart at the point determined by the
Design Conditions. Screw 1 to be designed to absorb intersection of the contours torque coefficient çS = 0 and
maximum power under trial conditions when running free at value of pitch ratio p for the screw. The rate of rotation N
a trial speed of 12+ knots. at which the screw is operating and the resulting delivered
horsepower DHP are determined from the torque coefficient 1.L.
Screw 2 to be designed to absorb maximum power under The thrust 1', is determined from the thrust-torque ratio a
towing conditions at zero speed of hull. and this enables the pull Pu to be derived.
Two-Speed Gear Box. In addition to giving the
Screw I-Design Calculations-Free-running performance of screws designed for towing duty conditions,
conditions the towing performance data shown in Fig. 2 can also be
In making the design calculations given in Table 1, first,
the basic values of the torque coefficients # , and R./ are Table 3 Screw 1-Towing Performance: Estimates
calculated using the given screw diameter D and speed of Operating Conditions: Maximum torque Q1 = 28,900 pounds
advance VA and the basic values of delivered horsepower feet at zero speed of advance VA = 0, = 0. Screw diameter
DHP, torque Q/ and rate of rotation N1. Next a series of D = 9.0 feet.
values of torque coefficients 9S and [I are derived covering
a range of screw rate of rotation and applying the constant N T Pu
power condition. This enables a series of corresponding P p. a DHP u Tp
RPM TONS TONS
values of pitch ratio p and thrust torque ratio a to be
obtained from the ix-a chart shown in Fig. 1. Finally, a
set of values of screw efficiency 10 are derived from the chart (1) (2) (2) (3) (4) (5) (6) (7)
values of a. This enables a set of values of propulsive
efficiency 1, to be derived from no, and these are plotted on 0.82 4.79 1.305 143 785 11.75 0.971 11.4
a base of rate of rotation N, together with the values of
pitch ratio p, as shown in Fig. 2.

Screw 2-Design Calculations-Towing Duty

Conditions
In making the design calculations for this screw given in
(1) Pitch ratio as determined for free-running condition

(Table 1); (2) Values from p.-a chart (Fig. 1); (3) N=60IL
27cNQ
D2
-i- InQ
pD
RE Q a
Table 2, the procedure is similar to that followed for Screw 1. (equation 7); (zl) DHP --33,000
(equation 12); (5) Tu =- 357D
However, since the speed of advance is zero the torque (equation 8); (6) Pull-Thrust Ratio (Ref. 3, Table 3); (7) Pu =
coefficients become zero; consequently, the values of
51) -rpT0 (equation 13); For two speed gear box N =2 160, Pu = 14.25
pitch ratio p and thrust torque ratio a are read from the (Fig. 2).

6
 Table 4 Screw 2-Propulsion Estimates: Free Running Conditions
Operating Conditions: Rate of rotation for stipulated gear ratio
N, = 200, N = 196
Propulsion Factors. w = 0.225, = 1.0, Li, 1.02
(Ref. 3, Table 3)
Screw diameter D = 9.0 feet pitch ratio p = 0.565 (Table 2).
ND2i pD
Basic Torque Coefficient !km = - - = 6.58 (equation 20).
60 ERQM

K IC I 11 0 rs VA Vs J no nn DHP EHP,
knots knots

(1) (2) (2) (3) (4) (5) (6) (7) (8) (9)

0.50 0.707 9.31 3.94 1.245 7.35 9,49 0.423 0.527 0.537 550 296
0.45 0.671 9.81 4.50 1.155 7.97 10.29 0.458 0.529 0.540 495 267
0.40 0.632 10.41 5.13 1.050 8.57 11.06 0.493 0.517 0.527, 440 232
0.35 0.592 11.12 5.86 0.920 9.17 11.84 0.527 0.485 0.495 385 191

(I) = ihm/xl (equation 21); (2) Values from p.-cr chart (Fig. 1); (3) VA = ERKQM (equation 20); (4) Vs = -VA
1.689D D (1-w)
1013VA
(equation 23); (5) J - (equation 9); (6) = Jcs (equation 10); (7) = ED% (equation 24); (8) DHP = K DHPm (equation 19);
ND
(9) EHP1 = DHP (equation 21). From Fig. 3, Vs = 10.6 knots, np = 0.54. For two-speed gear box, N = 253, np = 0.55 (Fig. 2).
EHP = i, DHP = 605 Vs = 12.3 (Fig. 3).

used to make towing performance estimates for screws
designed for free-running conditions. In applying the
procedure, corresponding values of rate of rotation N and
tow rope pull P, are obtained from Fig. 2 for the value of
the pitch ratio p as previously determined for free running
conditions. From the rate of rotation N the values of the
second gear ratio for the gear box is derived.
Screw 2-Propulsion Estimates-Free-running
Conditions
(a) Single-Speed Gear Box. In making the propulsion
estimates given in Table 4, first, the basic value of the
torque coefficient is calculated using the given screw
diameter D, the maximum value of torque Q. derived from
the maximum delivered horsepower DHP, and the stipulated
value of the rate of rotation N. Next, a series of values of
torque coefficient is are derived from ism for reduced torque
and power covering a range of values of torque reduction
factor K. This enables a series of corresponding values of
torque coefficient and thrust torque ratio a to be obtained
from the chart shown in Fig. 1, at points the positions
of which are located by the co-ordinate of IA and the contour
of the pitch ratio p of the screw. This enables a series of
values of speed of advance VA to be calculated from 0, and
a series of values of screw efficiency 10 to be calculated
from a. Finally, a series of values of speed of hull V are

Table 5 Screws I and 2-Comparisons of Free-Running and Towing Performance

Free-Running Towing (at Vs - 0) Gear Box Gear

Design Ratios
Screw Condition .

DH P N 7/ Vs DHP N Pu
RPM Knots RPM Tons

(1) Free 1,100 200 0.617 12.5 786 143 11.40 One speed 3:1
running
1,100 200 0.617 12.5 Two speed 3:1
1,100 160 14.25 3.75:1
(2) Towing 470 200 0.54 10.6 1,100 200 14.65 One speed 3:1

1,100 200 14.65 Two speed 3:1

1,100 253 0.55 12.3 2.37:1
(1) % loss in towing pull - 22 One speed 3:1

3 Two speed 3.75:1

(2) % loss in free-running 15 One speed 3:1
speed
1i Two speed 2.37:1

7
derived from VA, and a series of values of propulsive efficiency which had been designed for free-running conditions, the
rd, are derived from 7k,: the product 71, DHP gives the speed of hull will also be lower than for Screw 1. The value
effective horsepower available EHP1, the values of which of the speed of hull is determined from the hull resistance
are plotted on a base of speed of hull V, together with the data given in Fig. 3, at the co-ordinate of Vs corresponding
values of the effective horsepower on trial EHP, obtained to the co-ordinate of EHP determined by the product p DHP.
from the hull resistance data, as shown in Fig. 3. The
speed co-ordinate of the point of intersection of the two
effective horsepower curves determines the speed at which Comparison of Results
the hull will be propelled. Similarly, the effective horse- The results of the foregoing calculations are compared in
power co-ordinate gives the corresponding value of the Table 5. These show that there are significant advantages
effective horsepower, and the propulsive efficiency curve gives in fitting a two-speed gear box, as summarised below. For
the value of the propulsive efficiency 7), from which the Screw 1, designed for free-running conditions and driven via
delivered horsepowzr,..DHP can be derived. a single speed gear box, the towing pull would be 22 per cent
(b) Two-Speed Gear Box. In making these estimates, a lower than for Screw 2, designed for towing conditions;
procedure similar to that used in making the towing perform- however, if a two speed gear box were fitted the loss in
ance estimates is followed, and corresponding values of rate towing pull would be 3 per cent.
of rotation N and propulsive efficiency 1, are obtained for For Screw 2, designed for towing conditions and driven
the value of the pitch ratio p, as previously determined for via a single speed gear box, the free-running speed would
towing duty conditions. From the rate of rotation N the be 15 per cent lower than for Screw 1, designed for free-
value of the second gear ratio for the gear box is derived. running conditions; however, if a two speed gear box were
Since the propulsive efficiency is lower than for Screw 1, fitted the loss in free-running speed would be 1+ per cent.
Reference
4. Parker, M. N. and Dawson, J. Tug Propulsion Investigation.
Tbe Effect of a Buttock Flow Stern on Bollard Pull, Towing and
Free-Running Performance. Trans. Roy. Instn. Nay. Archit.,
Vol. 104, 1962.

(The figures referred to in this article appeared in Part One, November issue)

8
 Reprinted from Tug Supplement Feb, 1966 "Ship and Boat Builder International"
RESEARCH ON TUG PROPELLERS
by T. P. O'Brien, C.G.I.A., M.R.I.N.A., Ship Division, National Physical Laboratory
designing tug propellers and making estimates of
IN their performances a large amount of basic data are Preliminary design formulae are given for both bollard
pull and towing thrust.
required and numerous aspects need to be considered.
These include : Propulsion data for free-running and
towing conditions and performance data for alternative
types of propulsion machinery to enable preliminary
propulsion estimates to be made; design charts, cavitation
charts and strength criteria to enable the overall geometric
features of basic screws to be chosen; and correction
factors to make allowance for variation in particular
geometric features (blade-section shape, blade thickness,
number of blades, blade-area ratio, blade outline and
boss-diameter ratio) to enable the detailed geometric
characteristics of the screws to be selected.
These comments apply generally to all' marine screws,
but there are two factors affecting tug screws that are
significant. For some classes of vessel (for example,
tankers and cargo vessels) an extensive amount of system-
atic propulsion data are available, but for others (includ-
ing tugs) there is a dearth of published data. Moreover,
owing to the differing conditions under which tugs operate
some tug screws are designed for free-running conditions
and performance estimates are required for towing con-
ditions, while others are designed for towing conditions
and propulsion estimates are required for free-running
conditions.
A summary of published data
What follows is a bibliography of data comprising
information which has proved useful in designing tug
screws and making estimates of their performances.
Design topics and the particular publications in which
they are discussed are listed in Table 1. The subject
matter of these publications relevant to tugs is summarised
below.
I. ARGYRIADIS, D. A. Modern tug design with par-
ticular emphasis on propeller design, manoeuvrability and
endurance, Trans. Soc. Naval Arch. Mar. Engrs., 1957,
65.
Several types of main propulsion machinery power
plants are discussed and the merits of each one are pre-
sented. Propeller design is' discussed at some length.
Table 1. Design Topics and Relevant Publications
Item Topic Publications
1 Aspects of screw design 1, 2, 3, 4, 5, 6, 12, 13
2 Propulsion data 1, 2, 3, 6, 7, 8, 9
3 Propulsion machinery 1 making the design calculations discussed above is given in
4 Design charts 2, 3, 4, 5, 12, 15
5 Cavitation 2, 3, 5, 12, 13, 14
6 Strength 2, 3, 12, 13
7 Variation in geometric 2, 3, 5, 6, 7, 8, 10, 11, 12, 13
features
8 Correction factors and 1, 2, 3, 5, 6, 7, 8, 9, 10,
formulae 12, 13, 15
9 Worked examples 1, 2, 3, 5, 12, 13, 15
Comparisons between the
different types of propellers are made and a method for
calculating the performance of the propeller at any speed
of the vessel is presented.
O'BRIEN, T. P. The design of marine screw pro-
pellers, Hutchinson Scientific and Technical Press, London,
July, 1962.
Chart methods for the design of screws and prediction
of screw performance are described in detail, and correc-
tion factors given to enable varying screws to be com-
pared. Modern developments in applied circulation
theory, cavitation and its associated problems and the
adaptation of aerodynamic data to the design of blade
sections are all fully and practically presented. There are
chapters on model experiments, strength, design factors and
screw geometry and a large number of useful tables and
charts throughout. A comprehensive set of worked
examples is given, ranging from uses of simple design
charts to practical applications of theoretical design
methods.
NOTE: Subsequent to publication it was found that the
design charts (pages 79 and 83) had been interchanged
during printing. Consequently, the captions should read
as follows:
Page 79, Fig. 3.16 Troost B.4-55 Bp - 8 Chart.
Page 83, Fig. 3.13 Troost B.3-50 Bp - 8 Chart.
Some small errors which have been found in the text
are listed in an errata, copies of which can be obtained
from the author.
O'BRIEN, T. P. Design of tug propellers, SHIP AND
BOAT BUILDER INTERNATIONAL, London, April, 1965, 18,
22.
This article discusses general aspects of propulsion and
applications to tug propellers operating at free-running
and towing-duty conditions. It describes charts for
designing propellers and making cavitation estimates, and
it includes a procedure for designing tug screws and making
estimates of their performance. Formulae for assessing
blade stresses and estimating weight and moment of inertia
are also given.
It summarises single-screw tug propulsion data recently
obtained at the N.P.L., and it gives worked examples on
the design and performance assessment of two tug screws,
one designed for free-running conditions, the other for
towing-duty conditions.
NOTE: An improved form of cavitation chart used in
an article mentioned below (14). It is reproduced in
Fig. 1.
TRoosr, L. Open-water test series with modern
propeller forms, Trans. N.E. Coast Inst. Engrs. Shipb.
11 1951, 67.
This paper records the results of experiments with a
systematic series of two-bladed and with two systematic
1
series of five-bladed aerofoil propeller models, designed BLADE AREA CHART. MODERATELY LOADED SCREWS. 4 BLADES.
in accordance with practice in 1950. Previously pub- BASED CN BURRILL CAVITATION CRAB?.

lished results with three- and four-bladed test series are

completed with results of tests with propellers of larger (,-e)
5.76,6 vAt
Ku
58.9%(.)2
OL.-e)- 2084 + 84i LSS/SO.FT. (SW.)
disc-area ratio and smaller pitch ratio. Charts of all 2084 62.4 2 LEIS/SOFT (F.W.).
series are extended by so called p.-0- design and analysis T - It/84E9510N TO SCREW MIS N FEET
diagrams. Kv- -tu- - SPECIFIC GRAVITY (1.020 s w.)
rn
- SPEED OF ADVANCE IN KNOTS
WRIGHT, B. D. W. The N.S.W.B. standard series 7). - SCREW EFFICIENCY IN OPEN WATER
propeller data and their application, British Ship r7 7 (AV
Research Assocn. T.M. 213, June, 1965.
The Netherlands Ship Model Basin have extended the
range of open-water tests on the Troost B-series propellers 10 20 Y7 30 40 50 6p 70
to include six- and seven-bladed propellers and have 100
1 .

150 200 5 250 300 350

,

400
increased the range of blade-area ratios of the two-, three-,
four- and five-bladed series. In this memorandum the
results of the whole series of tests are presented in the 0.8
form of Bpa and design diagrams, together with

k NMNOWIT
a selection of worked examples illustrating the use of 0-8-
these diagrams.
A brief discussion is included on (a) -factors influ-
)w . .7wi-a!4! 07

Eptyr4MIN°.6
0
'w' A07
encing propeller design, (b) cavitation and (c) the use of
correction factors when departing from standard series 0
propeller dimensions. cr

HARVALD, S. A. Tug propulsionwake, thrust 4b.e-A_.

deduction and r.p.m., European Shipbuilding, Oslo, 1963,
No. 3.
The variation of wake fraction and thrust deduction co-
efficient with speed, advance coefficient and thrust load
coefficient has been determined on the basis of model
experiments published by different authors. The result is
applicable for preliminary design of tugs. A diagram
linking wake fraction thrust deduction coefficient and block
coefficient is given. Finally, the questions of the most suit-
able number of revolutions and the propeller diameter are
discussed.
PARKER, M. N., and DAWSON, J. Tug propulsion
investigationthe effect of a buttock-flow stern on bollard
pull, towing and free-running performance, Trans. Roy.
Inst. Naval Arch., 1962, 237.
A series of model experiments was carried out to deter-
mine the effect ,of introducing buttock-flow stern lines on
the performance of a tug under static (i.e., bollard trial),
towing and free-running conditions. The models were
tested with a series of propellers, designed to cover a range
of revolutions for the same power absorption, correspond-
ing to 1,100 h.p. for a 100-ft. full-scale, tug.
Four model hulls were used: (1) Conventional form A
this represented a typical modern single-screw Diesel tug;
(2) conventional form Bthis was similar to conventional
form A, but the aperture was enlarged to enable a propeller
of greater diameter to be fitted; (3) buttock-flow form A
this had a buttock-flow afterbody, but was otherwise the
same as conventional form A; and (4) buttock-flow form
Bthis had the same afterbody as buttock-flow form A,
but the forebody was redesigned on buttock-flow principles.
The results of the experiments indicated that the differ-
ences in the bollard and towing performances of the hull
are small when they are fitted with the same propeller,
but, in all conditions, from static to free-running, the con-
ventional stern tends to give a better performance than the
buttock-flow stern. When running free at a speed of 11
knots the buttock-flaw forms require 11 to 16 per cent
more power than the conventional forms, depending upon
the propeller fitted.
The results also show the advantage of a large-diameter
propeller with low revolutions, particularly in the static
condition, but it is pointed out that if the diameter is made
44)-4"
Ohlt, 11
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0 )6
litrNi,No 0-4
0 )7
0.2
AEI IL,V 0-3 04 05
PROJECTED AREA RATIO Op
06 07
a, _
Fig. I
too great there is the passibility that the propeller may
"sing" when the tug is running free.
8. DAWSON, J. Tug propulsion investigationthe
effect on performance of designing propellers for the free-
running condition, Trans. Roy, Inst. Naval Arch., 1964,
106.
This paper presents the results of experiments carried
out for the B.S.R.A. on a single-screw tug model, which
had a conventional stern, to investigate the effect on per-
formance of designing propellers for the free-running
condition. The results are a continuation of those given
for bollard design propellers in an earlier paper.
Fpr many tugs speed is important, and it was considered
that results for free-running design propellers, when com-
pared with those previously obtained, would throw some
light on the performance of controllable-pitch propellers.
Three propellers designed to cover a range of revolutions
for the same power absorption were used and the propul-
sion experiments covered the static condition, towing at low
speeds, and free running.
The marked effect of whether a propeller is designed for
the bollard or the free-running condition is clearly shown,
and this indicates the possible advantages of a controllable-
pitch propeller. In the range 130 to 270 r.p.m. covered by
the investigation, free-running speeds have been improved
by approximately 14 to 17 per cent, compared with the
performance of corresponding bollard design propellers.
The results also show that the original bollard pulls, with
 screws designed for the static condition, are from 43 to 19 formance of three-, four- and five-bladed screws, Sinn AND
per cent better than those obtained with the corresponding BOAT BUILDER INTERNATIONAL, London, November and
free-running design propellers. The performance at low December 1965, 18, and January 1966, 19.
speeds could also be improved if the propellers were This group of articles discusses differences between the
designed specifically for the towing condition or, in the performance of three-, four- and five-bladed screws both
case of controllable-pitch propellers, if the pitches were under non-cavitating and cavitating conditions. It
adjusted to intermediate positions. summarises N.P.L. model experiment data, and it com-
9. MOOR, D. I. An investigation of tug propulsion,
prises correction factors and design data which enable
Trans. Roy. Inst. Naval Arch., 1963,105. three- and five-bladed screws to be designed, and com-
This paper presents the results of a series of tests carried parative performance estimates to be made, using four-
out on a model of a single-screw tug in an investigation bladed standard series data as the bases. It gives ex-
of its propulsive characteristics. amples on designing additional three- and five-bladed
Resistance experiments were conducted over a range of screws for a single-screw tug' for which data for four-
speed-length ratios of 0.40 (to 1.30. Propulsion experi- bladed screws are available.
ments, both free-running and with various towing pulls, The results of the calculations show that reducing the
were made over the same speed range and in the bollard number of blades from four to three results in improved
condition, with three different propeller designs. The performance, but that increasing the number of blades
results are presented for a 100-ft. ship. from four to five generally results in adverse performance..
On the average, the maximum towing h.p. is available For a three-bladed screw, designed for free-running con-
at 0.64 of the running-free speed attainable, and is 0.45 of ditions the increase in efficiency would be 21 per cent,
the d.h.p. The corresponding r.p.m. are 0.93 of those and at towing conditions the increase in pull would be
when the vessel is running free at the same d.h.p. 11 per cent. For a three-bladed screw designed for towing
The bollard pull with the propeller revolving ahead is conditions the increase in pull would be 1 per cent, but at
1.66 of the towrope pull corresponding to the maximum free-running conditions there would be no change in per-
towing h.p., and the corresponding r.p.m. are 0.81 of the formance. For a five-bladed screw designed for free-
running-free r.p.m. For a given towing pull, with the running conditions the reduction in efficiency would be
propeller revolving astern, d.h.p. and r.p.m. are, on the 4 per cent, and at towing conditions the reduction in pull
average, respectively 1.92 and 1.25 of those obtained with would be 5 per cent. For a five-bladed screw designed
the propeller revolving ahead. for towing conditions the reduction in pull would be
5 per cent, but at free-running conditions there would be
10. O'BRIEN, T. P. Some effects of blade-thickness varia- an increase in speed of 1 per cent.
tion on model screw performance, Trans. N.E. Coast Inst. 13. O'BRIEN, T. P. Design of tug propellersoptimum
Engrs. Shipb., 1957, 73, 405. screw diameter and rate of rotation (not yet published).
Calculations and experiments have been made for two This discusses the results of varying the screw diameter
groups of screws, one having N.P.L. sections and the other and the design rate of rotation and the effects on- per-
- having segmental sections, each of varying blade thickness. formance under both non-cavitating and cavitating con-
Performance values have been calculated for non-cavitating ditions. It describes a procedure for making allowance
conditions by alternative methods and the results com- for variation for departure from basic blade-area ratio and
pared with those obtained by testing model screws in open blade-thickness ratio. It comprises worked examples for
water. The calculations have been extended in a simplified tug screws designed for both free-running and towing
form to cover the range of a four-bladed model screw conditions.
series so as to provide thickness correction factors for The results show that for the free-running screws small
pitch, power and efficiency. Some of the model screws improvements in performance can be achieved if the
have been tested in the Lithgow water tunnel. design rate of rotation can be selected, and that significant
In an appendix some calculated results are given to improvements in performance can be achieved if also the
enable the increase in blade area for a given increase in screw diameter can be increased within practical limits of
blade thickness to be estimated. aperture size (for single screws) or tip clearance (for twin
11. O'BRIEN, T. P. Some effects of variation in number screws). For these screws operating at towing conditions
of blades on model screw performance, Trans. N.E. Coast the change in rate of rotation results in adverse per-
Inst. Engrs. Shipb., 1965, 81, 233. formance, but the change of both rate of rotation and
This paper gives the results of calculations and experi- diameter results in improved performance.
ments for two groups of model screws, one of standard For the screws designed for towing conditions the
type and the other of non-standard type, both comprising change in rate of rotation results in adverse performance,
screws having three, four and five blades. It includes but the change in both rate of rotation and diameter
comparisons of performance under non-cavitating and results in improved performance. For these screws
cavitating conditions based on calculations, open-water operating at free-running conditions both the change in
experiments and water-tunnel experiments. rate of rotation only and the change in rate of rotation
For standard type screws, correction factors are derived and diameter result in improved performance.
and design data are given which enable three- and five- Selecting a typical 9 ft.-diameter screw designed to
bladed screws to be designed using four-bladed standard operate at 200 r.p.m. as the basis, it was found that the
series data as the bases. , For non-standard type screws, optimum rate of rotation would be 160 r.p.m. and the
correction factors additional to those applied in making resulting increase in efficiency would be 2 per cent. More-
the basic design calculations are given, enabling closer over, if the maximum diameter consistent with aperture
agreement to be obtained in the performance of three-, size (D=10.25 ft.) were selected, the optimum rate of
four- and five-bladed screws designed using detailed rotation would be 140 r.p.m. and the resulting increase in
calculations. efficiency would be 8 per cent. At towing conditions the
change in rate of rotation would, result in a reduction in
12. O'BRIEN, T. P. Design of tug propellersper- pull of 4 per cent, but the change in both rate of rotation
and diameter would result in an increase in pull of 61- Table 2. Design of Tug PropellersProposed Outline of Work,
per cent. January 1966
For a 9 ft.-diameter screw designed to operate at 160
r.p.m. at towing conditions there would be a reduction Remarks
Item Topics
in pull of 21 per cent, but at free-running conditions
there would be an increase in speed of 4 pet cent. For a 1 Aspects of propulsion Published April 1965
10.25 ft.-diameter screw designed to operate at 140 r.p.m. Design considerations (Reference 3)
at towing conditions there would be an increase in pull Design charts. Cavitation
of 7 per cent, and at free-running conditions there would charts.
Stress calculations. Weight
be an increase in speed of 3 per cent. and moment of inertia
14. O'BRIEN, T. P. Graphs and contour charts and Worked examples
applications to propeller design, European Shipbuilding, 2 Comparison of three-, four- Published November
Oslo, March 1965, 14, 2. - and five-bladed screws 1965 (Reference 12)
This note describes simple graphs relating two variables
and contour charts comprising three variables. It describes 3 Effects of variation in diameter Not yet published
and rate of rotation
methods for constructing contour charts, and it gives two
examples; one where the relation between the variables is 4 Effects of variation in blade Preliminary work in
of a simple mathematical form, and the other where it is shape and boss diameter hand
of an empirical form. Comparisons of ahead and
.5
15. O'BRIEN, T. P. Propeller design and two-speed astern performance. Design
gearboxes with particular reference to tugs and trawlers, of astern-duty screws
SHIP AND BOAT BUILDER INTERNATIONAL, London, Novem- 6 Controllable-pitch screws
ber 1964, 17, 41 (reprinted in Ship Division Tech. Memo.
79, February 1965). 7 Nozzle screws
This article discusses the differences in performance of
screws designed for free-running conditions and towing- 8 Alternative propulsion units
(steam, Diesel, Diesel-electric)
duty conditions, the former when towing and the latter
when running free. It shows that significant improvements 9 Two-speed gearboxes Published November
in performance for both types of screw can be achieved by 1964 (Reference 15)
using two-speed gearboxes enabling the optimum rate of 10 Overall comparisons, optimum
rotation to be chosen for both free-running and towing combination- of screw and
conditions. Equations are derived and coefficients are propulsion unit
given to enable design and operating conditions to be
chosen to give optimum performance.
Worked examples are given, the results of which show
that for a screw designed for free-running conditions and
driven via a single-speed gearbox the loss in towing pull
would be 22 per cent, but if a two-speed gearbox were
fitted the loss in towing pull would only be 3 per cent. ditions based on open-water experiments and water-tunnel
Similarly, for a screw designed for towing conditions and experiments. Correction factors are derived and design
driven via a single-speed gearbox the loss in free-running data are given which enable screws of different blade area,
speed would be 15 per cent, but if a two-speed gearbox blade outline and boss diameter to be designed, and com-
were fitted the loss in free-running speed would only be parative estimates of their performance to be made using
1-21- per cent. data for a standard screw as the bases.
17. O'BRIEN, T. P. A thesis on tug propulsion and pro-
peller design. (In preparation.)
Research in Progress at the N.P.L. Part IPropulsion: Analysis of N.P.L. resistance and
propulsion data for tugs, derivation of basic screw design
In addition to the list of data already mentioned, two
data. Proposed outline is as follows: Analysis of propul-
research projects at present being undertaken at the N.P.L. sion experiment results. Assessment of basic data, includ-
are listed below. The first (16) is a continuation of an ing geometric features of screws, values of wake fraction
investigation into the effects of varying the geometric and hull factor at free-running conditions, and values of
features of a series of model screws (10 and 11 above). pull-thrust ratio and pull at towing conditions. Derivation
The second (17) will provide both propulsion data and of design data comprising charts for estimating propulsion
screw design data for tug propellers. It forms two parts factors for free-running screws and pull criteria for towing-
(I) on tug propulsion and (II) on propeller design. The duty screws.
preliminary work for Part I is in hand: the items com- Part IIPropeller Design: Dissertation on general
prising Part II, some of which have been published (3, 12 aspects of propulsion, application to tug screws operating
and 15), are listed in Table 2. A synopsis of the first at free-running and towing conditions, design charts, cavita-
project and an outline of the second project are summarised tion charts, strength criteria. Worked examples on design-
below. ing screws and making performance estimates at free-run-
16. O'BRIEN, T. P. Some effects of variation in blade ning and towing conditions. Investigation into effects of
area, blade outline and boss diameter on model screw variation in number of blades, blade shape, boss diameter,
performance.- (Completedawaiting publication.) screw diameter and rate of rotation. Comparisons of per-
This paper gives the results of experiments for three formance of fixed-pitch, controllable-pitch and nozzle
groups of model screws, covering variations in blade area, screws. Propulsion estimates for astern conditions.
blade outline and boss diameter. It includes comparisons Alternative propulsion units and two-speed gearboxes.
of performance under non-cavitating and cavitating con- For proposed outline see Table 2.

4
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